Electric locomotive.



J. LE 0. DAVIS.

ELECTRIC LOGOMOTIV-B.

' APPLICATION FILED P113121, 1911. Lg'm gm Patented 0013.7,1913.

2 SHEETS-SHEET 1.

INVENTOR g TORNEY WITNESSES:

.7. LE 0'3DAVIS.

I ELEOTRIO'LOOOMOTIVE. APPLICATION FILED IEB.21, 1911.

2 SHEETS'TSHBET 2 1,074,841. Patented Oct 7,1913

I 2 ATTORNEY high speeds.

JOSEPH LE CONTE DAVI3, O1 PITTSBURGH, E EE YNSYLVAEHA, ASSXGNQR "EU 1F! HOUSE ELECTRIC AND MANUFACTURING UOMFAN'E A CORPORATION 6391 VANZEEM ELECEEIU LOCOMGJTWE.

.tlpplicstion filed February 21, 1911. serial lilo.

To all whom, it may concern Be it known that l, Jossrir Le Cour: Dsvre s citizen of the United States, and a resident of Pittsburgh, in the count of Allegheny and State of Pennsylvania, ave invented new and useful Itmprovement in Electric Locomotives, of which the following is o specification.

My invention relates to electric locomotives encl other reilivsy vehicles and perticulerly to such locomotives as are edapted for hculirlg; very heavy trains at relatively Gare object or? my invention is to provide at roilvroy vehicle of the class shove indiosted, thst shell be simple in construction and! involve the use of s. minimum number of gosrtsv oil the running gear.

A second object of my invention is to per wit the use of clrivirig motors of relatively large size cool melting, at the some time, s perticelerly simple and direct operative connection between the motors and the olrivcities.

it. further object is to uniformly distribute the weight oi he motors on the axles and meiritoin symmetrical errsogement between each axle and the motors associsteol therewith.

Electric locomotives have heretofore been constructed. in which the motor ermotures were mountecl directly upon the cries of the vehicle, but, with this arrangement, the size and capacity of the motors are necessarily limited by the size of the driving Wheels and, in order to avoid objectionable Wear on the track and roadbecl, some relatively expensive yielding connection is provitled; between. the motor armature and the driving" wheels.

According to my present invention the motor frames are either cast integral or bolted or otherwise secured. together to com stitute a. single combined locomotive frame structure and motor." field. frame structure. The motors are arranged in pairs, the upper halves of the motorfra-mes being 'oined togcther in the form of a yoke, on the two motors of each pair osing symmetrically disposed. relative to one of the vehicles axles which is free to adjust itself vertically in the space between the motors). Adjacent groups of motors are either bolte together, as above indicated, or may be integral. The locomotive frame. consisting otfthe group of motors. is yieldingly Sl'lppOliT!(l by means specification of Letters Patent.

of SDLlllgS which rest on the iourosl homes of the driviri axles, in the usual msrmer. The cob tie locomotive is mount-eel ct rectly err-the group of motor fromes which constitute the frame of the locomotive. Figure 1., of the accompanying drsivisgs, is e. slots elevation, with one striving wheel removed, ttlkl one pair oi motors shown. in cross SdCilOlL, of a locomotive constructed in accordance with myiovegrtioii. il io. is transverse sectional elevation on the line .ll'elll of Fig. 1.. Fig. 3 is 2. side clevsti. of one pair the motors in the locomotive shown in l, the motor and the correspomiiug mile being shown. in section.

lteferringi' to the d awings, the lc-eoroo ti've here shown comprises plurality of driving wheel i 2 snot guirle vilieel axles 4; and 5, o. plurslity of d iving motors 6, 7, 8, 9,158 cool 11 the frames of W constitute the locomotive frame, s och or hotly The tlrivirrg motor three groups of two heirag' es ietscl Witlh mooted to. the axle l, and. motors 8 end 10 curl l1 hesri a the score rel respectively to the PtliifiS 2 and, motors which constitute group o metrical relative to the axle which are associates. and are oioetl by moses o it yoke 13 which is integral with. motor mines cud constitute cetlestsls to receive the journal. boxes i l/With which esch. is provided.

The motor armstures 15 are proviclec. shafts 16, in the usual manner to the of which. crook hostels 17 are s on (i. crsnlr hescls are each provitlecl pins 18 which are connected to the resp ends of Scotch yolrcs 19, lltVlllQ the usual oilset projections 2.6, in which the blocks 21 for Wheel center pinsZQ; ere justshly supported. By this arrangelic-cot the two motors are directly connect-eel to the axle between them by means of-o. very simple connection while the motors form at part of the body of the locomotive (their frames, in fact, constituting 9. port of the locomotive fresco)- ore spring-horse ports of the locomotive. It is therefore ovident that too inertia the wheel mi es relatively small, so that they restl' v the and, curves of the trscit.

pg 1 crane-1 The structure lends itself readily. to railway service since it is easy to disconnect one pair of side rods or yolzes and to thei drop out one of the wheel axles. The motor armatin-es may then be removed and repaired or replaced by removing the usual end brackets which are. held in position by bolts 8]...

The axles may be centered by any suitable yielding means, such as that shown in Fig. 2 or the drawings, to which special ref erence may now be had.

As here shown, the wheel axle is provided with a central collar 23 and two sets of helical springs 24-. and which disposed about the axle, one set on each side of the center between the collar and one of the journal boxes 14. The springs are preferably ihclosed in telescoping casings 2-6, or are covered by some other suitable means in order to exclude the dirt.

Any suitable sailings, or combination. of springs, and links and levers may be employed for supporting the locomotive frame on the journal boxes.

For convenience of illustration, 1 have shown sembelliptic springs 27, the ends of which are secured to the yoke 13, and the middle portions of which are mounted directly on the journal boxes.

Pedestal binders 28 are preferably provided in the usual manner, although the frame structure isrsullioiently rigid to permit the entire locomotive to he lifted from the axles by the ends of the frame.

The guide wheel axles 4iand 5 are preferably employed when the driving wheels are relatively large. but they may, otherwise, be omitted. When they are employed, they may be pivotall y secured to projections 29 on the locomotive frame, asshown in Fig. 1 of the drawings, so that they constitute swiveling pony trucks.

My invention is not restricted to the ar .rangement illustrated in the drawings, and l desire that only such limitatmns shall be imposed as are indicated in the appended olain'is.

l claim as my invention:

1. A railway vehicle comprising Wheel axles, and a plurality of driving motors having frames which together constitute the en tire frame of the locomotive.

2. A railway vehicle comprising wheel axles, and a plurality of driving motors arranged iii/pairs having their armatures 0peratively connected to the axles and having their field magnet frames joined together to constitute the vehicle frame.

31A railway vehicle comprising wheel axles, a pair of driving motors for each axle, Scotch yoke connections between the armatures of each pair of motors and the corresponding aXle, and yokes joining the motor frames together over the axle.

4. A railway vehicle comprising a plurality of wheel axles, and electric driving motors having armatures connected to the wheel axles in pairs and having field magnet frames which together constitute a yieldingly supported locomotive frame.

[L railway vehicle comprising a plurality of wheel axles, a frame yielding]. y supported thereon, a body mounted on the frame and a plurality of driving motors arranged in pairs and respectively associated with, and operatively connected to, the wheel axles, the locomotive frame being composed of the joined'framcs of the driving motors.

in testimony whereof, I have hereunto subscribed my name this 10th day of Fell, 1911.

JOSEPH LE CON].E DAVIS.

. \Vitnesses WM. l lonnnn,

B. B. limos. 

